Statement of Significance

‘Progress of Whitby’

Keel laid June 1935

NRHV Register 820

Prepared January 2017

Build context underlying this Statement of Significance - What is 'Progress'?

According to contemporary comment ‘Progress of Whitby’ and several of her sister craft were constructed under the principles of the Governments grant/requisition scheme borne out of the lack of small tactical vessels available to the Navy during the 14/18 conflict and the courageous and useful nature of the volunteer and reserve seamen who served in the 14/18 conflict and other theatres. (Actual Government scheme utilised requires more research however the Defence of the Realm Act (DORA) passed 8th August 1914, gives the government of the day the authorisation to requisition goods and equipment for wartime purposes.) 

HC Deb 07 February 1940 vol 357 c230W 230W 

§ Mr. R. Gibson 

asked the First Lord of the Admiralty whether, in view of the consequences to the national food supply of the rapid requisitioning of the boats belonging to members of the Clyde Fishermen's Association, he will consider the desirability of requisitioning first the fishing vessels now laid up before requisitioning those boats actually in use?

§ Mr. Churchill 

The Admiralty, through the local representative officers, always makes every effort to requisition boats that are not fishing in preference to those that are fishing. It will be understood, however, that those boats which are laid up do not always meet the special Naval requirements, and it is then necessary to requisition those that are fishing. We are trying our best to safeguard the fishing industry.'

Whitby skippers who lost their boats to the Navy received in short order, larger cobles and financial compensation in order to continue fishing and feeding the nation. On this basis it is clear that the crews and skippers did not initially accompany their boats!

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Evolution or Design?

1935 was a period of significant development in hull form in fishing and commercial craft, the adoption of internal combustion power, the changes to fishing methods incorporating larger and heavier equipment necessitated some radical solutions. Naval architects were being engaged by ever smaller yards and the mechanics of evolution were being overtaken by commercial demand,

although extracts from documents and publications supporting the theory of hull evolution rather than learned development are included elsewhere in this statement, I offer the thought that the period between the wars became the time when function really started to lead design!

Sweetness to the eye was becoming less significant as function began to rule form!

Development of hull form was required to meet the need to travel further afield, hold larger catches and return to port at higher speeds than ever before. With diesel, gone was the uncertain and total reliance on wind and becoming becalmed, gone was the high cost of steam to be replaced by the reliability & frugality of the Gardner, Kelvin and other diesel engines and in was the guarantee of getting back to market in time. 

The next major change in hull form dictated by working practices was the universal adoption of the transom stern in the 1950's to increase deck space and add buoyancy for the ever increasing size and weight of the fishing gear. Not until more modern times nearly fifty years later do we again see any major change in design enabled by the increased power of engines, the hardening of the 15 metre rule and the stubby steel vessels of today. All these changes dictated by function overruling traditional evolutionary thinking.

Commercially the fuel consumption comparison for a 15 metre boat is interesting; a Gardner Diesel in 1935 would consume about 5 litres/hour, 120 litres per day. A modern 15 metre fishing vessel will consume at least 10 times that!

Traditional thinking at the turn of the century through to the 1930's was an evolving form that resulted in keels being significantly shorter than the overall length of the hull to improve handling in close quarters and when handling ring nets. The 'Scaffie or Buckie’ being a good example. With an average length overall of 41 feet (12.5m) and a keel length of 32 feet (9.75m) it is clear 'Progress' and her sisters were a significant diversion from the convention of the time, this doubtlessly explains why they were called 'Long Keelers', these vessels had a keel length equal to water line or greater when unloaded of catch or gear. This was possible due to the upright stem, hard forefoot, keel supported rudder and the cruiser stern. The use of power with large rudders supported by the extended keel, enabled the disadvantage of a long keel to be overcome when manoeuvring, however this design gives superior straight line stability when dragging nets or running to lines.

It is arguable that the development of the 'long keeler' was a deliberate attempt to improve efficiency and sea keeping of the new vessels utilising the technology of the day and not therefore an evolution of the Fifie or the Zulu or any other vessel. 

The weight of the new diesels and associated equipment was often close to or equal to the vessels fish hold capacity. Therefore it can readily be understood that changes were essential to the hull form to accommodate what could easily be in excess of two tons in machinery and tankage for fuel. This change to mechanical power permitted changes in fishing methods and the adoption of modified trawling, so further changes were required above decks. Moving from sail allowed clearer decks and the potential to increase stowage of gear and the management of catch.

It is worth noting at this point that long keelers were beginning to use nets and lines in slightly different ways over the cruiser stern and trawling rather than ring netting. This required steadier decks and less pitching. Keelers were being built finer by the bow with less volume and hence less buoyancy so the hull cut through a swell instead rising and snatching the lines or nets when falling off. This resulted in wetter decks requiring raised wheelhouses and hatches to avoid water running below.

'Progress' embodies all of these innovations even to the removal by the crew of her after samson posts because they were troublesome when dragging or trawling, including the chain operated steering from the wheelhouse running below deck to keep the after deck clear. 

'Progress' is, in brief, the earliest surviving example of a vessel where all of these characteristics are present.

Keel, definition?

There is some confusion over the use of the word keel or keeler, e.g. keelboat or keel-boat. It can be argued that any boat with a keel can be said to be a keel boat, however, as you would expect, it's not that easy. Included here is an extract from a publication 'Towards a Definition of 'Keelboats'  by Gloria Wilson, well known and widely published on the history of Scottish and East Coast fishing vessels. Whether it clarifies or muddies the water I will leave to you the reader to decide.

Along the 'Coble Coast' the term 'keelboat' traditionally refers to wooden-hulled vessels of Scottish build or design. They were probably so called in order to distinguish them from the part-keeled coble. 

Between the two World Wars, for instance, fishermen in the bigger ports such as Whitby, acquired fully decked carvel planked motor fifies and half-zulus which, compared to the cobles, were able to make longer trips further afield in worse weather and deeper water, and could handle more fishing gear. They had evolved from the Scottish east-coast lug-rigged double-ended sailing fifies and zulus but were generally smaller and not so deep, with flatter floors and harder bilges, and the rounded forefoot gave greater manoeuvrability.

They had a small wheelhouse and a mizzen steadying-sail, and were fuller and more buoyant aft to accommodate a petrol-paraffin or a diesel engine. Motor fifies had a near vertical sternpost, Motor half-zulus had a somewhat raking sternpost but without the pronounced rake of the true zulu stern. With her slightly sloping stern, Galilee WY68, built by the Stephen yard at Macduff in Scotland in 1932 for Whitby owners, might perhaps described as being more akin to a motor half-zulu than a motor fifie. Opinions vary as to what degree of rake actually forms a half-zulu stern. There are those who would describe Galilee as a motor fifie with a slightly raked stern. Built in six weeks Galilee was 44 feet along with 14 ft beam and was powered by a Kelvin K2 two-cylinder 44 horsepower diesel engine. 

Prosperity WY59, built for Whitby in 1935 by Walter Reekie at St. Monans, was a true motor fifie with a more upright sternpost. 

Canoe sterned keelboats, similar to the Scottish herring ring-netters, came to Whitby in the inter-war years. Ring-netters needed to be light and manoeuvrable and speedy and quick and tight turn, so they had shallow draught and rounded forefoot, an easy entry and clean run. The propeller aperture and rudder were tucked well beneath the buoyant stern to avoid entanglement with the fishing gear. Endeavour WY1, built in 1934 by Walter Reekie, measured 46ft with 14ft 6ins beam and a three-cylinder 52hp Ruston & Hornsby diesel engine, and a belt driven capstan for hauling fishing gear. 

During one week in August 1935 Reekie launched three more canoe sterned boats for Whitby, named Progress WY72, Provider WY71 and Flying Spray WY83.

All these Scottish-built boats were handy, adaptable and able to work herring drift-nets, herring ring-nets, longlines and crab and lobster pots. 

Gloria Wilson is a maritime writer and illustrator, and her sixth book, 'Kindly Folk and Bonny Boats', was published in 2009. 

(note - only 'Progress' remains of the boats mentioned)

It is in this context and period of change that this 'Statement of Significance' is prepared for ‘Progress of Whitby’.

Statement of significance

What is the vessel’s ability to demonstrate history in her fabric?

'Progress', keel laid in June 1935, is of carvel construction, from locally sourced larch on oak frames on the East coast of Scotland by a reputable yard with a long history in the construction of leisure and commercial craft. Walter Reekie and Sons, Anstruther. Fastenings were boat nails and spikes. This period was a time of change from wrought iron to refined steel leading to an interesting mix of fastenings and observation regarding resistance to corrosion.

The construction method for these fast build craft was a ‘kit’ format allowing frames to be pre sawn and seasoned in the yard prior to construction. This system of ‘kit’ build can be seen in ‘Progress’ with a number of frames having markings in Roman numerals toward her after section. The build method was to use two teams of three to build starboard and port through to completion, in six weeks, this resulted in subtle differences in construction to port & starboard, still visible on ‘Progress’. 

‘Progress’ retains her original hull form with later changes to her deck and wheelhouse. Any other changes have been due to replacement resulting from wear & tear, decay and safety. The installation of skin fittings to accommodate modern equipment is the only external evidence of change to the hull. In fishing she would sail with minimal free-board when fully laden preventing the installation of through hull fittings. Bilge pumps would discharge across the deck, exhaust would have been dry and the cooling water telltale still exists at a high level.

‘Progress’ was requisitioned for service in June 1940 which involved changes to her wheelhouse

(https://en.wikipedia.org/wiki/List_of_requisitioned_trawlers_of_the_Royal_Navy_(WWII)#P) 

allowing her to serve as a Harbour Defence Vessel until 1943 when she changed to Boom Defence operations and was then later converted to a hydrophone vessel. This required the installation of the hydrophone unit beneath the keel. A photograph of her in this form exists.

To enable the hydrophone fitment, an elliptical hole 150mm x 75mm lined with copper and leather was cut through the keel and the keel strengthened with a cast iron shoe externally and a bronze floor internally. The internal bronze floor still exists however the external shoe has been removed and the keel strengthened for safety reasons and to reduce the hog that had developed in the region of this alteration. A photographic library has been kept of these changes.

A variety of winches, deck equipment and a machine gun have at various times been secured to her foredeck which had significantly weakened the deck beams and boards requiring their replacement. The timber used was larch for the boards and oak for the beams.

The main engine beds have been replaced due to severe and thoughtless weakening when a modern diesel was installed in the mid 1960’s. This engine was removed and replaced by a traditional Gardner unit similar to her original engine. Where alterations have been carried out in the last decade these changes have used original materials, larch and oak, and construction has replicated where possible the original methods. It would be possible to return ‘Progress’ to her original fishing build layout. She has not been modified beyond recognition retaining her foremast and mizzen. The foremast was not used to carry sail but as a derrick to service the fish hold and deck gear. Her mizzen carries a traditional gaff steady sail.

It is important to understand that photographic evidence exists of her from launch through each decade to current day.

Associational links.

‘Progress’ was one of five vessels selected in 1935 for the ‘Whitby Fish Trading Company’ each with an investing skipper and 'Progress' is the last known remaining boat of the five. Scottish boat builders were chosen over the local Whitby builders because of cost, design and delivery dates. It may also be related to the government policy of grant support not available through Whitby builders. 

The investing skipper, 'Matty' Mathew Winspear and ‘Progress’ remained with this same Whitby family until she was sold out of fishing in 1959. ‘Progress’ passed down to ‘Sonny’ Mathew Winspear in the early 1950’s.

During the period 1939 to 1943 'Progress' was one of nine boats called up for service from Whitby. They were ‘Progress’ WY72, ‘Success’ KY211, ‘Endeavour, WY1’, ‘Galilee’ WY68, ‘Prosperity’ WY59, Provider, WY71, ‘Easter Morn’ WY61, ‘Venus, WY67’ and last of all ‘Pilot Me, WY12’.

‘Progress’ was requisitioned on 17th June 1940 by the Royal Navy and became part of the Royal Naval Patrol Service (RNPS), Nore Command, Humber Sub Command under Admiral the Hon Sir Reginald A R Plunkett-Ernle-Drax KCB, DSO based in Grimsby. She was converted for additional Naval service in 1943 at the Berthon yard, Portsmouth following a period as a harbour launch operating out of Grimsby. 

(http://www.naval-history.net/xDKWW2-4006-15RNHome2.htm)

Her hire fee for the duration was £17.10s.5d per month paid to the Whitby Fish Company and her skipper according to the proportionate ownership.

Shape, form & function.

'Progress' is full amidships with slight tumble home and increasing volume as she rolls to the sea. With the vertical stem, fine lines forward of the fish hold reducing rise to a swell and cutting through. All of these qualities make her particularly suited to the difficult conditions that are frequently encountered in the North Sea and for her mixed type of fishing – line, net and pots.

Aesthetically she is every inch the commercial fishing boat of the period and the changes undertaken in the mid 1960’s to convert her to a ‘Gentleman’s Yacht’ have not taken away her identity, charm and purposeful presence. Referring back to her original build criteria under the grant and requisition scheme it was necessary to build her from economical locally sourced materials, in this case Scottish larch and oak. 1935 was a period of change from wrought iron to much cheaper steel and being fastened with cut nails and spikes it is interesting to see how the wrought iron, superior to steel, has proved it’s durability with some fastenings capable of reuse some 80 years later! Her useful lifespan was considered to be between 25 & 30 years.

Recent repairs have been undertaken using the best larch and oak available at this time. Sadly the quality of Scottish larch and oak is poor due to being plantation grown so imported larch from Siberia and oak sourced from specialist producers has been used to retain lines and quality. The debate around repair or replace continues in order to try and protect as much of her original fabric as possible. Replacement only occurs where strength or safety is a factor. 2017 is her year of upper hull restoration, below waterline refastening and replacement of her engine beds having been undertaken over the period from 2000.

‘Progress’ remains operational and in use as a leisure vessel in private ownership on the East Coast.